Yieldable barrier



y 2, 1929 E. D. SAWYER 1,719,196

YI ELDABLE BARRI ER Filed Aug. 14, 1926 2 She ets-Sheat l Zlfzziiesses' fm/eiifol' v i /so p 5 er July 2, 1929 E. D. S-AWYER YIELDABLE BARRIER Fileck Aug. 14, 1926 2 Sheets-Sheet 2 ZVZfr/esse's Patented July 2, 1929.

UNITED STATES EMERSON D. SAWYER, OF CHICAGO, ILLINOIS.

YIELDABLE BARRIER.

Application filed August 14, 1926. Serial 110,129,212.

My invention relates to certain novel and useful improvements in yieldable barriers, and has as its principal object the providing of means to produce yieldable barriers which will offer practically no retarding resistance tending to stop a speeding vehicle, should the barrier net be struck by that Vehicle in, any but its fully lowered or operative position, yet to accomplish this result with fewer, less complicated. and less expensive mechanical parts than heretofore devised.

This invention consists of a combination of simpler parts for the purpose of effecting similar results attainable by my earlier but more complicated inventions. These earlier applications werefiled in the United States Patent Office, the first on or about December 27, 1921, Serial Number 525,236; the second filed July 8, 1922, Serial Number 573,759; the third filed May 16, 1923, Serial Number 639,365; the fourth filed May 16, 1923, Serial Number 639,366; the fifth filed March 25, 1925, Serial Number 18,189; the sixth filed March 25, 1925, Serial Number 18,190, refilcd July 31, 1926, Serial Number 126,280

' and the seventh filed August 24, 1925, Serial Number 52,081.

The present invention relates more particularly to the drum boxor carriage which is mounted so as to move longitudinally within the shell of the columns. It concerns also the relation of the drum box and its connected parts to the barrier as a whole.

The Various parts of a yieldable barrier must be designed technically to withstand the shock that such a machine is subjected to.

Further it is a recognized fact that every machine has a safe load limit. Recognition of this last feature in barrier design is another object of this invention. Other objects appear throughout the specification. I

The accompanying drawings best. show the invention, in which:

Figure 1 is an elevational View of one of the barrier columns taken from the on-coming side of the barrier. a

Fig. 2 is an elevational face view of one of the barrier-columns taken from the roadway. Fig. 3. is a sectional view taken on the line AA of Fig. 2. a

Fig. l is a face view of the lowerpart of one of the columns showing the drum box in its lowered or operative position.

Fig. 5 is a sectionalview taken on the line BB of Fig. 4 showing} the net sus pension let-go devices in their closed position.

Fig. 6 is a detailed View of one of the net suspension let-go devices in its open position.

Fig. 7 is a partial sectional side view of the braking device within the drum box.

Fig. 8 is a detailed view of the brake tight- (ining7tension springs taken on line CC of Fig. 9 is a detailed view showing the method of anchoring the reserve cables, enlarged from Fig. 5.

Referring to F igs. 1, 2 and 3, the invention consists in general of two columns I placed on opposite sides of a roadway, each of which may be divided into two compartments by a diaphragm 2, in which compartments drum boxes 3 and balancing counterweights 4} move vertically, thus carrying the net 5 into and out of an operative position across the roadway for the purpose of effectively blocking traflic on theroadway when the net is in its lowered or operative position and effectively warning trailic to stop during the time the not is being lowered, yet not presenting a menace to the motorist should the upper part of his car strike the lowering net.

Flexible chains 7 operating on sprockets 6 and attached to the drum boxes 3 and the counterweights 4, provided counterweights are used, together with the synchronizing shaft 8, speed reducer 9 and motor 10 are the means used to move the barrier net into and out of an operative position. The counterweights 4 may be dispensed with if the motor 10 is large enough to carry the unbalanced load of the drum boxes 3.

The barrier net 5 is an effectual and forceful stopping device only inits lowered or operative position as at 5 inFig. 1, therefore any material retarding force that the barrier: net 5 can exert when in this operative position must become ineffectual as soon as the moves to any other position, such as 5 of Fig. 1. In my present invention this transition from an effectual stopping device to a merely non-retarding stop warning is accomplished principally through themedium of a throw-in lever 30 and connected parts. Lever 30 and the otherbrake setting parts remain in a slack or free position, such as at 30*, except when the drum box 3, in which barrier net leaves its operative position and Y lever 30 is pivotally mounted, is in its lowered or operative position. When the drum box 3 (ll lowered or operative pesitiealever 30 normally maintains a position has been forced into a tightened position by having been moved behind the cam track attached to the lower part of the face of column 1 and the braking devices have been tightened or set.

Referring now to Figs. 4, 5 and 7 the drum box 3 is mounted to slide or roll vertically within that compartment of the column 1, which is adjacent to theopen slot of the column. The reserve cables 16 and 16 attached tothe barrier net spreader bar 5" extend into drum box 3 and are coiled on storage drums 17 and 17. These drums 17 and 17 are secured to the pivotally mounted shafts 19 and 19. On the shafts 19, 19 19 and 19 are secured the enmeshed gears 18, 1S, 18 and 18 for the purpose of synchronizing the rotation of the drums 17 and 17 as well as the pay-out of cables 16 and 16 On one of these four shafts, preferably 19,

is secured the brake drum and pivotally mounted on shaft 19 is the pair of lever plates 23. The brake drum 20 rotates in the direction shown by arrow M when the reserve cables 16 and 16 are paid out. The brake-band 21 with its friction lining 22 is pivotally connected to the pair of lever plates 23 by pin 24 at its anchor end and by pin 25 at its free end. This brake-band 21 is normally fully disengaged from the brake drum 20 as indicated by the air gap at N so that the reserve cables 16 and 16 are normally free to pay-out with no retarding resistance. When the barrier net reaches its operative or lowered position the brake-band 21 is tightened into complete contact on the brake drum 20, thus being capable of effectually retarding any tendency of the cables 16 and 16 to uncoil from their drums 17 and 17 due to a vehicle strikingthe barrier net.

The means used to bring this brake-band 21 into contact-with the brake drum 20 is best shown in Fig. 7. The lever 30, pivotally connected to the drum box 3 by pin 31. and lugs 38,

to the drum box 3 as indicated at As the drum box 3 is moved its last few inches downwardly in the column lthe' lever roller normally in position 32 enters the space behind the cam track 33 and is made to assume the successive positions 32, 32 32 and finally the roller position 32. When the roller 32 and lever 30 have been forced back into this tightened position the heel of the lever 30 is then pulling downwardly on the tension springs 29, eyebolt 28, rocker-lug 27, pin 26 and the outer ends of the pair of lever qlates 23 and the brake-band 21 has been orced into a tightened position around the brake drum 20. It is readily seen that this tight contact of brake-band 21 and brake drum 20 cannot be attained with the drum box 3 in any other vertical position, except its fully lowered position.

Thus it is shown that the barrier net can with reference exert no actual retarding action on a moving vehicle, except when it is in its lowered or operative position.

As soon as the drum box 3 is moved upward in the column from its fully lowered position the lever 30 assumes its released position such as 30 due to a releasing spring 3 1 secured to drum box 3 by eyebolt 35. At the same time pin 24 moves to position 2 1 pin 25 to position 25 and pin 26 to posit-ion 26. The spring strips 29 are also relieved of their tension and assume their free or unelongated position as at 29 shown in Fig. 8.

Let-go suspension devices are provided to carry the load of the roadway net in suspension between the pair of drum boxes 3. See Figs. 5 and 6. These let-go devices are attached to drum boxes 3 by lugs 36. The let-go devices consist of turnbuckles 11, springs 12, lock bars 13, releasing hooks 11 and links 5. Turnbuckles 11 are provided for the purpose of adjusting the not 5 in its properly suspended position across the roadway, yet they may be dispensed with provided the length of the net 5 has been accurately determined by trial. Springs 12 and lock bars 13 could then be linked directly to lugs 36. Fig. 5 shows the let-go suspension device in its closed or sustaining position with a closed loop formed by the endof lock bar 13 being passed through the perforated end of releasing hook 14, into which the link 1" is inserted. Fig. 6shows one of the let-go suspension devices in its open or released position, the lock bar 13 having been released from the hook 14; and the loop or link 15 having been freed so as to travel along with the bar 5". 7

When a vehicle strikes thenet'whether in either its lowered and operative position 5, or in any other position, the sustaining function of these let go devices is dispensed with as they immediately release the links 15.

This is done by the releasing hooks -14; uncoupling from or sliding out of contact with the lock bars 13 due to the slight elongation of the springs 12. g

The springs 12 are designed so as to be strong enough to sustain only the barrier net in suspension across the roadway, in order that when even the top or windshield of a moving automobile impinges on the road way net no appreciable damage is possible to the car, as the flexible net will readily travel forward with the moving car. Should the driver of the car, whose windshield has hit the lowering barrier net, not be able to stop even after having gone ahead as far as the fully paid out length of the reserve cables 16 and 16 then the ends of these reserve cables 39 are readily released from their sockets 10 and the full length of the reserve cables trail along with the net. This feature is necessary in that the barrier is primarily a public safety device and should be so designed as to not force.

cause undue injury even to an incompetent or reckless driver.

Figs. 5 and'9 show'the preferred method of anchoring the ends 39 of the reserve cables 16 and 16. Cables 16 and 16" must be able to develop a retarding pull equal in strength to the retarding action of the brakeband 21, when the barrier net 5 is in its operative position. Hence the end 39 of each of these reserve cables 16 and 16 must be anchored sufficiently secure to withstand this pulling The ends 39 of cables 16 and 16 are bent at about right angles and that short portion of the cable end, beyond the bend is made rigid. This is done by either enclosing it in a small metal thimble 41 or by inserting a short steel pin 42 Within the core of the cable and wire wrapping the outside of the cable as well as dipping the end in babbitt. This rigid end of the cable '39 is of no larger diameterthan the body of the cables 16 and 16 and is set snugly into a socket 40 formed in each of the drums 17 and 17 Cables 16 and 16 pay out through the fair leader sockets 37 as'shown in Figs. 4

'and 5. Now a suflicient length of reserve cables 16 and 16 is stored on the'drums 17 and 17 to permit of the barrier net 5 being run out to Within a safe distance of the point of danger, which the barrier is guarding, and an additional length of cables 16 and 16 is provided so that at least one and one- .half turns of cable are retained on the drums 17 and 17 a when the net 5 has been run out this safe distance. lVith the turns of cable on the drums 17 and 17 Wrapped one turn above the other and the cable ends 39 stiffened and bent at right angles and those ends 39 inserted in close fitting sockets 40, it is readily seen that those rigid ends 39 of the cables 16 and 16 cannot be Withdrawn from their sockets 40 until all the encircling turns have been reeled off the drums; This last condition cannot prevail as long as the braking devices of the barrier are not required to perform a greater duty than the maximum they were designed for. Should the impact of'the vehicle be greater'than that which the barrier and its braking de vices were designed to withstand, then the cable-end sockets 40 release the ends of the cable 39 as the drums 17 and 17 in rotating through their last turn, are turned so that the sockets 40 line up normally to the openings in the fair-leader sockets 37 and'when this occurs the fuse-plug of the barrier has functioned. 7

The openings in the fair-leader sockets 37 are sufficiently large to permit of the rigid ends 39 of the reserve cables being pulled through the openings readily, as the bends in the cable straighten out temporarily.

In case the barrier net '5 has been struck before being fully lowered, the braking devices within drum boxes 3 have not yet befrom the spirit of the invention. fore, do not wish to be limited to the precise come effective. With this condition prevail-- ing the reserve cables 16 and 16 pay out freely and the ends 39 of the cables 16 and 16 are released from their sockets 10 as the last turn of the cables 16 and 16 are reeled out andthc sockets lOare turned so as to be normal to the sockets 37. The bends in the cables 16 and 16 just ahead of the ends 39 are flexible so that they readily straighten out sufficiently to pass through the openings in fair-leader sockets 37.

Assuming that the barrier net 5 with its reserve cables 16 and 16 have been run out in stopping an automobile while the net was in its operative'or lowered position and that 'the impact was not in excess of the full dethe loops formed 'by lock bars 13 and releasing hooks 1st. I

Provided the cables 16 and 16 have been pulled entirely ofl the drums 17 and 17 then it is also neeessary'to reenter the cable ends 39 through the openings in sockets 37, remove the hand hole plates 13 from the faces of the drum boxes 3 and replace the cable ends 39 in their relative sockets 40.

The foregoing description has detailed how a barrier of this type may be made to serve its purpose to a maximum both with and without resistance being applied and also details how the various parts of the barrier that have been separated from the machine as a whole, due to'anticipated emergencies, can be readily replaced as no actual breakage has occurred. It is thus seen thatthe present invention provides many advantages over the constructions of previous similar devices and brings barrier construction nearer to commercial and mechanical perfection;

- lVhile I have illustrated and described the PIGfGI'ICCl'fOI'II] of construction for carrying my invention into effect, this is capable of variation and modification without departing I, theredetails of construction set forth, but desire to avail myself of such variations and modifications as come within the scope of the appended claims.

Having described my invention, what I claim as new and desire to secure by Letters Patent, is: 7 I

1; A pair of columns located one on each side of a roadway, a flexiblebarrier net stretched therebetw'een, means for moving the net into and out of'an operative position across the roadway, flexible means attached to each end of the net, said flexible means attached at their opposite ends to friction braking devices within each of the columns and means for tightening or making effective said braking devices by the moving of the barrier net into an operative position, for the purpose of warning and stopping speeding vehicles at a place of danger.

2. A yieldable barrier comprising a pair of columns, one on each side of the roadway, a net stretched therebetween, readily collapsible means for supporting the net in its taut position across the roadway, said supporting means attached to carriages mounted to travel longitudinally one within each col- .umn, braking devices within each of said carriages, flexible pay-out reserve members attached. to the ends of the net, means for frictionally engaging the braking devices with the reserve members only when the net is in its operative position, means for permitting the complete separation of the net and its reserve members when under excessive stress from the other parts of the barrier without breakage, said separation means so constructed as to permit of the quick reassembling of the various parts of the barrier.

3. A barrier consisting of a pair of coluinns one on each side of the roadway, carriages mounted to move vertically in the columns, a net stretched therebetween, flexible means for moving said carriages and net into and out of an operative position across the roadway, payout flexible means extending from the ends of the net to within the carriages, drums within the carriages for the purpose of receiving the reserve lengths ofthe payout flexible means, frictional retarding devices within the carriages, said frictional retarding devices mounted so as to be disengaged from said drums when the barrier net is in any position except a certain predetermined position and means consisting of cam tracks secured-to the columns and engageable trip levers pivotally mounted on the carriages for the purpose of frictionally engaging said drums with the retarding devices, when the barrier net is moved into said predetermined position- 4. A barrier comprising a pair of columns, one on each side of a roadway, a net stretched therebetween, flexible means connected to said net for movement thereof into and out of operative position across the roadway, automatic releasing means supporting said net prior to being struck by a vehicle, retarding mechanism operated after said net is struck by a vehicle, said retarding mechanism being automatically effective when the net is in normal lowered position and automatically disengaged when said net is in raised inoperative position.

5. In a device of the kind described, a pair of columns located one on each side of a roadlowered position; and means causing said" barrier netto offer practically no retarding resistance when struck by a vehicle in any but fully lowered position.

7 6. In a device of the kind described, a pair of columns located one on each side of arcadway, a flexible barrier net stretched therebetween, flexible means attached at one end to friction braking devices within each of the columns, and attached at the other end to said net, and means whereby the net may be moved into and out of operative position across the roadway, said barrier not being effective only when in fully lowered position and ineffective in raised position.

7. A barrier consisting of a pair of columns one on each side of the roadway, carriages mounted to move vertically in the columns, a net stretched therebetween, flexible means for moving said carriages and net into and out of an operative position across the roadway, payout flexible means extending from the ends of the net to within the carriages, drums within the carriages for the purpose of receiving the reserve lengths of the payout flexible means, frictional retarding devices within the carriages, said frictional retarding devices mounted so as to be'disengaged from said drums when the barrier net is in any position except a certain predetermined position, means consisting of cam :tracks secured vto the columns and engagable ti'iplevers piv otally mounted on the carriages for the pur- V pose of frictionally engaging said drums with the retarding devices, when the barrier net is moved into said predetermined position, and means to synchronize the move ment of said retarding devices.

8. In a device of the kind described, a pair of columns one on each side of a roadway, a flexible barrier net stretched therebetween, means automatically operative when struck by a vehicle for making said barrier effective in lowered position and ineffective in raised position, and means to synchronize the movements of the coacting parts of one of said pairs of columns with the movements of the other, substantially as described.

9. In a device of the kind described, a pair of columns located one on each side of a roadway, a flexible barrier net'stretchcd therebetween, means automatically operative when struck by a vehicle for making said barrier effective in lowered position and ineffective in raisedposition,means to synchronize the movement of the 'coaeting'elements of said columns, said synchronizing means in cluding a shaft and trains of gears operatively connected to retarding devices, substantially as described.

- EMERSON D, SAWYER; 

